CN111664238A - Stepless speed variator - Google Patents

Stepless speed variator Download PDF

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Publication number
CN111664238A
CN111664238A CN202010664409.9A CN202010664409A CN111664238A CN 111664238 A CN111664238 A CN 111664238A CN 202010664409 A CN202010664409 A CN 202010664409A CN 111664238 A CN111664238 A CN 111664238A
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CN
China
Prior art keywords
gear
speed
speed change
clutch
output shaft
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Pending
Application number
CN202010664409.9A
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Chinese (zh)
Inventor
雷世庆
雷胜林
邹舜章
鲍世辉
李明
姜皓月
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Jilin Shengtege Vehicle Transmission Technology Co ltd
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Jilin Shengtege Vehicle Transmission Technology Co ltd
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Application filed by Jilin Shengtege Vehicle Transmission Technology Co ltd filed Critical Jilin Shengtege Vehicle Transmission Technology Co ltd
Priority to CN202010664409.9A priority Critical patent/CN111664238A/en
Publication of CN111664238A publication Critical patent/CN111664238A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/12—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types
    • F16H37/124—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types for interconverting rotary motion and reciprocating motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/035—Gearboxes for gearing with endless flexible members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/0203—Gearboxes; Mounting gearing therein the gearbox is associated or combined with a crank case of an engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02091—Measures for reducing weight of gearbox
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02095—Measures for reducing number of parts or components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6601—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with arrangements for dividing torque and shifting between different ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings

Abstract

A kind of stepless speed change gear, including flywheel snubber, planetary row, stepless speed control system, mechanical speed change system, differential gear that are arranged between speed change gear and engine; the first clutch is arranged between the planet gear and the gear ring and used for controlling the relative movement or fixation among the gear ring, the planet carrier and the sun gear; the input shaft of the speed regulating system, the driving belt wheel, the driven belt wheel, the transmission belt, the output shaft of the speed regulating system and the output gear of the speed regulating system in the stepless speed regulating system; a speed change system input shaft, a speed change system input shaft first gear, a speed change system input shaft second gear, a speed change system output shaft first gear, a speed change system output shaft second gear, a second clutch and a third clutch in the mechanical speed change system, and a speed change system output gear; the invention solves the problems of low transmission efficiency and poor torque transmission capability of the traditional continuously variable transmission by changing the 3-stage transmission of the traditional continuously variable transmission into the superposition of two 2-stage transmissions.

Description

Stepless speed variator
Technical Field
The present invention belongs to a continuously variable transmission, particularly to a continuously variable transmission on an automobile.
Background
The stepless speed changer is adopted by a plurality of whole vehicles due to good comfort, high comprehensive efficiency, low cost and high cost performance. But the transmission structure of the continuously variable transmission is friction transmission, so that the transmission efficiency is low, the transmission torque is limited, and the acceleration dynamic performance is poor; in addition, the existing continuously variable transmissions basically adopt transmission belts for transmission, and because the transmission belts can only transmit in the same direction, a transmission shaft for changing the transmission direction must be arranged, so that the existing continuously variable transmissions basically adopt 3-stage transmission with a 3-shaft structure (an input shaft, an intermediate shaft and an output shaft, which do not contain a differential shaft, and the transmission belts are arranged between the input shaft and the intermediate shaft for transmission in the same direction, and the output shaft changes the transmission direction). In order to improve the transmission efficiency, there is also a scheme of adopting a 2-gear continuously variable transmission structure, which enlarges the total transmission ratio range by overlapping two gears and improves the transmission efficiency of the system by improving the working point of the steel belt, for example, patents CN105814343A and CN107002843A, but the patents adopt a 5-shaft structure to realize the two-gear function, i.e. the structural complexity is increased, and the power transmission path is also increased (the power transmission is 4-gear transmission in the patent CN105814343A and 5-gear transmission in the patent CN 107002843A), and the method of improving the transmission efficiency of the system by only improving the working point of the steel belt is limited to improve the overall efficiency of the continuously variable transmission. How to improve the transmission efficiency of the transmission and the capacity of improving the transmission torque under the condition that the number of shafts and the volume of the conventional continuously variable transmission are not increased is a great problem to be solved by the structure of the conventional continuously variable transmission.
The invention solves the problems through a brand new structure scheme of the continuously variable transmission.
Disclosure of Invention
The invention aims to provide a continuously variable transmission structure with high transmission efficiency and good torque transmission capacity.
The invention provides a stepless speed changer, which comprises a flywheel shock absorber, a stepless speed regulating system, a mechanical speed changing system and a differential mechanism, wherein the flywheel shock absorber, the stepless speed regulating system, the mechanical speed changing system and the differential mechanism are arranged between a speed changer and an engine; a planetary row which is responsible for power split is arranged between the engine and the mechanical speed change system, a crankshaft of the engine is connected with a gear ring on the planetary row through a flywheel shock absorber, a planet carrier on the planetary row is connected with an input shaft of the speed change system in the mechanical speed change system, and a sun gear on the planetary row is connected with an input shaft of the speed change system in the stepless speed change system; the planetary gear set further comprises a first clutch which is arranged between the planetary gear and the gear ring and controls relative movement or fixation among the gear ring, the planetary carrier and the sun gear.
According to the technical scheme of the invention, the stepless speed regulation system further comprises a speed regulation system input shaft, a driving belt wheel, a driven belt wheel, a transmission belt, a speed regulation system output shaft and a speed regulation system output gear in the stepless speed regulation system; the output shaft of the speed regulating system is arranged in parallel with the input shaft of the speed regulating system, the driving belt wheel is fixedly arranged on the input shaft of the speed regulating system, the driven belt wheel is fixedly arranged on the output shaft of the speed regulating system, the driving belt wheel and the driven belt wheel are connected by a transmission belt, and the output gear of the speed regulating system is fixedly arranged at the front end of the output shaft of the speed regulating system and is meshed with the main speed reducing gear.
According to the technical scheme of the invention, the mechanical speed change system further comprises a speed change system input shaft, a first gear of the speed change system input shaft, a second gear of the speed change system input shaft, a speed change system output shaft, a first gear of the speed change system output shaft, a second clutch, a third clutch and a speed change system output gear; the input shaft of the speed change system is a hollow shaft which is concentric with the input shaft of the speed change system, the hollow shaft is arranged outside the input shaft of the speed change system, a first gear of the input shaft of the speed change system and a second gear of the input shaft of the speed change system are fixedly connected with the input shaft of the speed change system, the output shaft of the speed change system is arranged in parallel with the input shaft of the speed change system, the first gear of the output shaft of the speed change system and the second gear of the output shaft of the speed change system are rotatably arranged on the output shaft of the speed change system through needle bearings, the first gear of the output shaft of the speed change system is, the second clutch arranged on the output shaft of the speed change system controls the fixing or rotation between the second clutch and the output shaft of the speed change system, the second gear of the output shaft of the speed change system is meshed with the second gear of the input shaft of the speed change system, the third clutch arranged on the output shaft of the speed change system controls the fixing or rotation between the third clutch and the output shaft of the speed change system; the output gear of the speed change system is fixedly arranged at the front end of the output shaft of the speed change system and is meshed with the main speed reduction gear.
According to the technical scheme of the invention, when the first gear is shifted, the first clutch and the third clutch are separated, the second clutch is combined, after the power from the engine is transmitted to the gear ring through the flywheel damper, a part of the power is transmitted to the first gear of the gear ring through the planet carrier → the input shaft of the speed change system → the first gear of the output shaft of the speed change system → the second clutch → the output shaft of the speed change system → the output gear of the speed change system is transmitted to the main speed reduction gear, and the other part of the power is transmitted to the main speed reduction gear through the sun gear → the input shaft of the speed change system → the driving belt pulley → the driving belt →; in the continuously variable transmission, when the speed is two, the first clutch and the second clutch are separated, the third clutch is combined, after the power from the engine is transmitted to the gear ring through the flywheel damper, a part of the power is transmitted to the main speed reduction gear through the planet carrier → the input shaft of the speed change system → the second gear of the output shaft of the speed change system → the third clutch → the output shaft of the speed change system → the output gear of the speed change system, and the other part of the power is transmitted to the main speed reduction gear through the sun gear → the input shaft of the speed change system → the driving pulley → the driving belt → the driven pulley → the output shaft of the speed change system; according to the continuously variable transmission, when the gear is reversed, the first clutch is combined, the second clutch is separated from the third clutch, the gear ring and the sun gear on the planet row are locked into a whole due to the combination of the first clutch, and power from an engine is transmitted to the gear ring through the flywheel damper and then directly transmitted to the sun gear to drive the sun gear to rotate forward and then drives the driven pulley to rotate forward through the speed regulating system input shaft → the driving pulley → the transmission belt and then drives the main speed reducing gear to rotate reversely through the speed regulating system output shaft → the speed regulating system output gear.
According to the above aspect of the present invention, the second clutch is a starting clutch.
According to the technical scheme, when the hybrid power generator is applied to hybrid power, the engine connecting clutch is arranged between the flywheel damper and the gear ring on the planet row, and the rotor of the driving motor is connected with the gear ring.
According to the technical scheme, when the clutch is applied to hybrid power, the first clutch is a claw clutch, and the engine connecting clutch is a starting clutch.
According to another technical scheme of the invention, the device comprises a flywheel shock absorber arranged between a transmission and an engine, a planet row responsible for power split, a stepless speed regulation system, a mechanical speed change system, a differential mechanism and a first clutch which is arranged between the planet wheel and a gear ring and used for controlling the relative movement or fixation among the gear ring, a planet carrier and a sun gear; the speed regulation system comprises a speed regulation system input shaft and a speed regulation system output shaft in the stepless speed regulation system and a speed regulation system input shaft in the mechanical speed regulation system, wherein the speed regulation system also uses the speed regulation system output shaft as an output shaft; the continuously variable transmission also comprises a continuously variable transmission device arranged on an input shaft of a speed regulating system and an output shaft of the speed regulating system in the continuously variable speed regulating system, gear sets of at least two gears arranged on the input shaft of the mechanical speed regulating system and the output shaft of the speed regulating system in the mechanical speed regulating system, and a clutch device for controlling each gear set; when the speed changer is transversely arranged, the speed changer also comprises an output shaft output gear which is arranged on the output shaft of the speed regulating system and is meshed with the main speed reducing gear; when the transmission is arranged longitudinally, the speed-regulating device further comprises an output end arranged at the rear end of the output shaft of the speed-regulating system.
According to another technical scheme of the invention, the difference between the technical scheme and the technical scheme is that an engine is connected with a sun gear in a planet row responsible for power splitting, a gear ring in the planet row responsible for power splitting is connected with a driving belt wheel in a stepless speed regulating system, and a planet carrier on the planet row is connected with an input shaft of a speed changing system in a mechanical speed changing system; the clutch is arranged between the planet wheel and the gear ring and used for controlling the relative movement or fixation among the gear ring, the planet carrier and the sun wheel.
The invention relates to a continuously variable transmission, which changes the 3-stage transmission of the traditional continuously variable transmission into the superposition of two 2-stage transmissions by combining the same-direction transmission of a transmission belt and the reverse transmission of a gear through the forward output of a gear ring input planet carrier and the reverse output of a sun gear, and has the following results: 1. the power transmission path is shortened, and the transmission efficiency of the system is improved; 2. the two-gear mechanical speed change system is arranged, the total transmission ratio range is expanded, and the transmission efficiency of the system is improved by improving the working point of a steel belt; 3. the two transmission paths are arranged, the system efficiency is greatly improved through the gear transmission of the mechanical speed change system, the transmission load of the transmission belt is dispersed, the problems of limited transmission torque and poor accelerating power performance of the traditional stepless speed changer are solved, and the transmission efficiency of the transmission belt can be further improved by relatively reducing the clamping force of a belt wheel; 4. the two output shafts are adopted for power superposition on the main speed reduction gear, so that the corresponding bearing requirements of the two output shafts, the two output gears of the output shafts and the main speed reduction gear are reduced, the sizes of related parts such as an intermediate shaft and the main speed reduction gear and the axial size of the speed changer can be further reduced, the weight of the speed changer is reduced, the cost of the speed changer is reduced, and the power transmission capacity of the speed changer is improved; 5. the starting clutch is arranged, a hydraulic torque converter is omitted, the system efficiency is further improved, the axial size of the transmission is reduced, and the cost of the transmission is reduced. In conclusion, the continuously variable transmission solves the problems of low transmission efficiency and poor torque transmission capability of the traditional continuously variable transmission under the condition of not increasing the number of shafts and the volume.
Drawings
Fig. 1 is a schematic structural diagram of a continuously variable transmission according to the present invention.
Fig. 2 is a schematic diagram of the first gear power transmission of the continuously variable transmission of the present invention.
Fig. 3 is a right side view of a first gear power transmission schematic diagram of a continuously variable transmission of the present invention.
Fig. 4 is a schematic diagram of the second-gear power transmission of the continuously variable transmission according to the present invention.
Fig. 5 is a right side view of a secondary power transmission diagram of a continuously variable transmission according to the present invention.
FIG. 6 is a reverse power transmission schematic of a continuously variable transmission of the present invention.
FIG. 7 is a right side view of a reverse power transmission schematic of the continuously variable transmission of the present invention.
Fig. 8 is a schematic structural diagram of a hybrid embodiment of a continuously variable transmission according to the present invention.
FIG. 9 is a schematic structural diagram of another hybrid embodiment of a continuously variable transmission according to the present invention
Fig. 10 is a schematic structural diagram of another embodiment of a continuously variable transmission according to the present invention.
Fig. 11 is a schematic structural diagram of a single output shaft embodiment of a continuously variable transmission of the present invention.
Fig. 12 is a schematic structural view of a vertically arranged embodiment of a continuously variable transmission according to the present invention.
Detailed Description
The following further describes embodiments of the present invention with reference to the drawings.
FIG. 1 is a schematic structural diagram of a continuously variable transmission of the present invention, which includes a flywheel damper J disposed between the transmission and an engine, a planetary gear set X for power split, a stepless speed regulating system D, a mechanical transmission system G, and a differential; the planetary gear set further comprises a gear ring X1, a planet carrier X2 and a sun gear X3 in the planet row X, and a first clutch C1 which is arranged between the planet carrier X2 and the gear ring X1 and used for controlling relative movement or fixation among the gear ring, the planet carrier and the sun gear; the speed regulating system comprises a speed regulating system input shaft 1, a driving belt wheel D1, a driven belt wheel D2, a transmission belt D3, a speed regulating system output shaft 3 and a speed regulating system output gear G6 in a stepless speed regulating system D; the mechanical speed change system G comprises a speed change system input shaft 2, a speed change system input shaft first gear G1, a speed change system input shaft second gear G2, a speed change system output shaft 4, a speed change system output shaft first gear G3, a speed change system output shaft second gear G4, a second clutch C2, a third clutch C3 and a speed change system output gear G5. The crankshaft of the engine is connected with a gear ring X1 on a planet row X through a flywheel shock absorber J, a planet carrier X2 on the planet row X is connected with a speed change system input shaft 2 in a mechanical speed change system G, and a sun gear X3 on the planet row X is connected with a speed regulation system input shaft 1 in a stepless speed change system D; the speed-changing system input shaft 2 is a hollow shaft, it is concentric with speed-changing system input shaft 1, the hollow sleeve is set up in the outside of speed-changing system input shaft 1, first gear G1 of speed-changing system input shaft and second gear G2 of speed-changing system input shaft are fixedly connected with speed-changing system input shaft 2, the setting of speed-changing system output shaft 4 and speed-changing system input shaft 1 parallel, first gear G3 of speed-changing system output shaft and second gear G4 of speed-changing system output shaft are rotatablely set up on the speed-changing system output shaft 4 through the needle bearing, first gear G3 of speed-changing system output shaft is meshed with first gear G1 of speed-changing system input shaft, and control its fixation or rotation with 4 of speed-changing system output shaft through second clutch C2 set up on the output shaft of speed-changing system, second gear G4 of speed-changing system output shaft is meshed with second gear G2 of speed-changing system input shaft, and control its fixation with 4 of speed-changing system output shaft through third clutch C3 Fixing or rotating; the speed change system output gear G5 is fixedly arranged at the front end of the speed change system output shaft 4 and is meshed with the main speed reduction gear G7; the output shaft 3 of the speed regulating system is arranged in parallel with the input shaft 1 of the speed regulating system, the driving belt wheel D1 is arranged on the input shaft 1 of the speed regulating system, the driven belt wheel D2 is arranged on the output shaft 3 of the speed regulating system, a driving belt D3 is arranged between the driving belt wheel D1 and the driven belt wheel D2, and the output gear G6 of the speed regulating system is fixedly arranged at the front end of the output shaft 3 of the speed regulating system and is also meshed with the main speed reducing gear G7.
After power from an engine is input to a gear ring X1 of a planet row X through a flywheel damper J by the power splitting action of the planet row, a part of power is transmitted to a first gear G1 of a speed change system input shaft through a planet carrier and a speed change system input shaft 2 in a mechanical speed change system, the first gear G3 of the speed change system output shaft is pushed to rotate in the reverse direction, a second clutch C2 drives a speed change system output shaft 4 and a speed change system output gear G5 to rotate in the reverse direction together, and a main reduction gear G7 is pushed to rotate in the forward direction by a speed change system output gear G5; the other part of power pushes a sun gear X3 to rotate reversely through a planet gear, and drives a speed regulation system input shaft 1 and a driving belt wheel D1 to drive a driven belt wheel D2, a speed regulation system output shaft 3 and a speed regulation system output gear G6 to rotate reversely through a transmission belt D3, the speed regulation system output gear G6 also pushes a main speed reduction gear G7 to rotate forwardly, and the two power are superposed to jointly push the main speed reduction gear G7 to rotate forwardly.
First-gear power transmission path: referring to fig. 2 and 3, in the first gear, the first clutch C1 and the third clutch C3 are disengaged, the second clutch C2 is engaged, and a part of the power from the engine is transmitted to the ring gear X1 through the flywheel damper J, and then is transmitted to the main reduction gear G7 through the carrier X2 → the transmission system input shaft 2 → the transmission system input shaft first gear G1 → the transmission system output shaft first gear G3 → the second clutch C2 → the transmission system output shaft 4 → the transmission system output gear G5; the other part of the power is also transmitted to the main speed reduction teeth G7 through the sun gear X3 → the speed regulating system input shaft 1 → the driving pulley D1 → the transmission belt D3 → the driven pulley D2 → the speed regulating system output shaft 3 → the speed regulating system output gear G6, and the two power sources are superposed to drive the automobile to advance together.
A second-gear power transmission path: referring to fig. 4 and 5, in the second gear, the first clutch C1 and the second clutch C2 are disengaged, the third clutch C3 is engaged, and a part of the power from the engine is transmitted to the ring gear X1 via the flywheel damper J, and then is transmitted to the final reduction gear G7 via the carrier X2 → the transmission input shaft 2 → the transmission input shaft second gear G2 → the transmission output shaft second gear G4 → the third clutch C3 → the transmission output shaft 4 → the transmission output gear G5; the other part of the power is also transmitted to the main speed reduction teeth G7 through the sun gear X3 → the speed regulating system input shaft 1 → the driving pulley D1 → the transmission belt D3 → the driven pulley D2 → the speed regulating system output shaft 3 → the speed regulating system output gear G6, and the two power sources are superposed to drive the automobile to advance together.
Reverse gear power transmission path: referring to fig. 6 and 7, during reverse gear, the first clutch C1 is engaged, the second clutch C2 and the third clutch C3 are disengaged, and the first clutch C1 is engaged, so that the ring gear X1 and the sun gear X3 on the planetary row X are locked into a whole, and the power from the engine is transmitted to the ring gear X1 through the flywheel damper J, and then directly transmitted to the sun gear X3 to drive the sun gear to rotate forward, and then the power is transmitted to the driven pulley D2 through the governor system input shaft 1 → the driving pulley D1 → the transmission belt D3 to drive the driven pulley D2 to rotate forward, and then the speed governor system output shaft 3 → the governor system output gear G6 to push the main reduction gear G7 to rotate reversely, so as to drive the automobile to go backwards.
The stepless speed changer provided by the invention cancels a hydraulic torque converter on the traditional stepless speed changer and adopts a flywheel shock absorber, the control system controls the sliding friction combination of the second clutch C2 to realize forward crawling starting of the automobile, and the control system controls the sliding friction combination of the first clutch C1 to realize backward crawling starting of the automobile.
According to the continuously variable transmission, the forward output of the planet carrier and the reverse output of the sun gear are input through the gear ring, the same-direction transmission of the transmission belt and the reverse transmission of the gear are combined, the 3-stage transmission of the traditional continuously variable transmission is changed into the superposition of two 2-stage transmissions, the power transmission path is shortened, and the transmission efficiency of the system is improved; the total transmission ratio range is expanded through the two-gear mechanical speed changing system, and the transmission efficiency of the system is improved through improving the working point of a steel belt; the two transmission paths are arranged, the system efficiency is greatly improved through gear transmission, the transmission load of the transmission belt is dispersed, the problems of limited transmission torque and poor accelerating power performance of the traditional stepless speed changer are solved, and the transmission efficiency of the transmission belt can be further improved by relatively reducing the clamping force of a belt wheel; the two output shafts are adopted for power superposition on the main speed reduction gear, so that the corresponding bearing requirements of the two output shafts, the two output gears of the output shafts and the main speed reduction gear are reduced, the sizes of related parts such as an intermediate shaft and the main speed reduction gear and the axial size of the speed changer can be further reduced, the weight of the speed changer is reduced, the cost of the speed changer is reduced, and the power transmission capacity of the speed changer is improved; the starting clutch is arranged, a hydraulic torque converter is omitted, the system efficiency is further improved, the axial size of the transmission is reduced, and the cost of the transmission is reduced. In conclusion, the continuously variable transmission solves the problems of low transmission efficiency and poor torque transmission capability of the traditional continuously variable transmission under the condition of not increasing the number of shafts and the volume.
The stepless speed regulation system in the embodiment adopts a transmission belt structure, but can be a multi-disc type, steel ball type, roller turntable type, cone ring type and other stepless speed regulation structures in other embodiments; in the present embodiment, the mechanical speed change system adopts a two-gear parallel shaft structure, and in other embodiments, the mechanical speed change system may also be a multi-gear parallel shaft structure or a multi-gear planetary gear speed change structure, in the present embodiment, the second clutch and the third clutch are disposed on the output shaft, and in other embodiments, the mechanical speed change system may also be disposed on the input shaft, or separately disposed on the input shaft and the output shaft; the mechanical speed changing system of the embodiment is provided with two gear sets and a clutch device for controlling each gear set, and the mechanical speed changing system of other embodiments can also be provided with at least two gear sets and a clutch device for controlling each gear set.
Fig. 8 is a schematic structural diagram of a hybrid embodiment of a continuously variable transmission according to the present invention, in which an engine connection clutch C0 is provided between a flywheel damper J and a ring gear X1 on a planetary row X, and a rotor of a drive motor is connected to the ring gear X1.
Fig. 9 is a schematic structural view of another hybrid embodiment of the continuously variable transmission of the present invention, which differs from the previous embodiment in that the first clutch C1 is a dog clutch.
In the hybrid embodiment, an engine connection clutch is used as the start clutch.
Fig. 10 is a schematic structural view of another embodiment of a continuously variable transmission of the present invention, which is different from the embodiment shown in fig. 1 in that a continuously variable transmission system D is disposed at the front end of the transmission, and a power splitting planetary line X, a first clutch C1 for controlling the planetary line, and a mechanical transmission system G are disposed at the rear end of the transmission; but also changes the speed-change system input shaft second gear G2 in the mechanical speed-change system from being fixedly arranged on the speed-change system input shaft 2 to being rotatably arranged on the speed-change system input shaft 2 through a needle bearing, and the speed-change system output shaft second gear G4 is rotatably arranged on the speed-change system output shaft 4 through a needle bearing to being fixedly arranged on the speed-change system output shaft 4, meanwhile, the third clutch C3 is also fixedly arranged on the input shaft 2 of the speed change system to control the fixing or rotation between the second gear G2 of the input shaft of the speed change system and the input shaft 2 of the speed change system, in addition, in the scheme, a driving pulley D1 in the stepless speed regulating system D is arranged outside the input shaft 1 of the speed regulating system through a bearing sleeve, the engine is connected with a sun gear X3 in a planetary row X responsible for power splitting, and a gear ring X1 in the planetary row X responsible for power splitting is connected with a driving pulley D1 in the stepless speed regulating system D.
Fig. 11 is a schematic structural diagram of a single output shaft embodiment of a continuously variable transmission according to the present invention, in this embodiment, a governing system output shaft 3 and a governing system output gear G6 in a stepless governing system are subtracted from the embodiment shown in fig. 1, a driven pulley D2 in the stepless governing system is fixedly arranged on a transmission system output shaft 4 in a mechanical transmission system, and the transmission system output shaft 4 is also used as the output shaft of the stepless governing system D.
Fig. 12 is a schematic structural view of a longitudinally arranged embodiment of a continuously variable transmission according to the present invention, and when the continuously variable transmission according to the present invention is applied to an automobile having a longitudinally arranged structure, on the basis of the structure shown in fig. 11, the transmission system output gear G6 and the differential on the transmission system output shaft 4 are subtracted, and the transmission system output shaft 4 is extended backward to be an output end, and is connected to a transfer case or a rear transmission shaft on an automobile chassis through the output end to perform power output.
In the embodiments shown in fig. 1, 8-12, a flywheel damper and a starting clutch control are adopted to replace a hydraulic torque converter in a conventional continuously variable transmission, and in the embodiments not shown, a scheme that the flywheel damper is not adopted and the hydraulic torque converter is reserved can be adopted; the second clutch C2 is employed as the forward launch clutch in the embodiment shown in fig. 1, 11 and 12, the first clutch C1 is employed as the reverse launch clutch, and the engine connecting clutch C0 is employed as the launch clutch in the hybrid embodiment shown in fig. 8 and 9.
In other technical schemes of the invention, an engine is connected with a sun gear in a planetary row responsible for power splitting, a gear ring in the planetary row responsible for power splitting is connected with a driving belt wheel in a stepless speed regulating system, and a planet carrier on the planetary row is connected with an input shaft of a speed changing system in a mechanical speed changing system.
The above-mentioned embodiments are merely illustrative and not restrictive, and similar constructions may be made according to the principles of the present invention, and those skilled in the art should also make various changes, modifications, additions and substitutions within the spirit and scope of the invention.

Claims (9)

1. A continuously variable transmission characterized in that: the engine crankshaft is connected with a gear ring on the planet row through the flywheel damper, a planet carrier on the planet row is connected with an input shaft of a speed changing system in the mechanical speed changing system, and a sun gear on the planet row is connected with an input shaft of the speed changing system in the stepless speed changing system; the continuously variable transmission further comprises a first clutch which is arranged between the planet wheel and the gear ring and controls relative movement or fixation among the gear ring, the planet carrier and the sun wheel.
2. The continuously variable transmission of claim 1, wherein: the stepless speed changer comprises a speed regulating system input shaft, a driving belt wheel, a driven belt wheel, a transmission belt, a speed regulating system output shaft and a speed regulating system output gear in a stepless speed regulating system; the output shaft of the speed regulating system is arranged in parallel with the input shaft of the speed regulating system, the driving belt wheel is fixedly arranged on the input shaft of the speed regulating system, the driven belt wheel is fixedly arranged on the output shaft of the speed regulating system, the driving belt wheel and the driven belt wheel are connected by a transmission belt, and the output gear of the speed regulating system is fixedly arranged at the front end of the output shaft of the speed regulating system and is meshed with the main speed reducing gear.
3. The continuously variable transmission of claim 1, wherein: the continuously variable transmission comprises a speed change system input shaft, a first speed change system input shaft gear, a second speed change system input shaft gear, a speed change system output shaft, a first speed change system output shaft gear, a second clutch, a third clutch and a speed change system output gear in a mechanical speed change system; the input shaft of the speed change system is a hollow shaft which is concentric with the input shaft of the speed change system, the hollow shaft is arranged outside the input shaft of the speed change system, a first gear of the input shaft of the speed change system and a second gear of the input shaft of the speed change system are fixedly connected with the input shaft of the speed change system, the output shaft of the speed change system is arranged in parallel with the input shaft of the speed change system, the first gear of the output shaft of the speed change system and the second gear of the output shaft of the speed change system are rotatably arranged on the output shaft of the speed change system through needle bearings, the first gear of the output shaft of the speed change system is, the second clutch arranged on the output shaft of the speed change system controls the fixing or rotation between the second clutch and the output shaft of the speed change system, the second gear of the output shaft of the speed change system is meshed with the second gear of the input shaft of the speed change system, the third clutch arranged on the output shaft of the speed change system controls the fixing or rotation between the third clutch and the output shaft of the speed change system; the output gear of the speed change system is fixedly arranged at the front end of the output shaft of the speed change system and is meshed with the main speed reduction gear.
4. The continuously variable transmission of claim 1, wherein: when the continuously variable transmission is in the first gear, the first clutch and the third clutch are separated, the second clutch is combined, and a part of power from the engine is transmitted to the gear ring through the flywheel damper, and then is transmitted to the main reduction gear through the planet carrier → the speed change system input shaft first gear → the speed change system output shaft first gear → the second clutch → the speed change system output shaft → the speed change system output gear; the other part of power is also transmitted to the main reduction gear through the sun gear → the input shaft of the speed regulating system → the driving belt wheel → the driven belt wheel → the output shaft of the speed regulating system → the output gear of the speed regulating system;
in the continuously variable transmission, when the speed is in the second gear, the first clutch and the second clutch are separated, the third clutch is combined, and a part of power from the engine is transmitted to the gear ring through the flywheel damper, and then is transmitted to the main reduction gear through the planet carrier → the input shaft of the speed change system → the second gear of the output shaft of the speed change system → the third clutch → the output shaft of the speed change system → the output gear of the speed change system; the other part of power is also transmitted to the main reduction gear through the sun gear → the input shaft of the speed regulating system → the driving belt wheel → the driven belt wheel → the output shaft of the speed regulating system → the output gear of the speed regulating system;
according to the continuously variable transmission, when the gear is reversed, the first clutch is combined, the second clutch is separated from the third clutch, the gear ring and the sun gear on the planet row are locked into a whole due to the combination of the first clutch, and power from an engine is transmitted to the gear ring through the flywheel damper and then directly transmitted to the sun gear to drive the sun gear to rotate forward and then drives the driven pulley to rotate forward through the speed regulating system input shaft → the driving pulley → the transmission belt and then drives the main speed reducing gear to rotate reversely through the speed regulating system output shaft → the speed regulating system output gear.
5. The continuously variable transmission of claim 1, wherein: in the continuously variable transmission, the second clutch is a starting clutch.
6. The continuously variable transmission of claim 1, wherein: when the continuously variable transmission is applied to hybrid power, an engine connecting clutch is arranged between a flywheel damper and a gear ring on a planet row, and a rotor of a driving motor is connected with the gear ring.
7. The continuously variable transmission of claim 1, wherein: when the continuously variable transmission is applied to hybrid power, the first clutch is a claw clutch, and the engine connecting clutch is a starting clutch.
8. A continuously variable transmission characterized in that: the continuously variable transmission comprises a flywheel shock absorber, a planetary gear row, a stepless speed regulating system, a mechanical speed changing system and a differential mechanism, wherein the flywheel shock absorber is arranged between the transmission and an engine; the speed regulation system comprises a speed regulation system input shaft and a speed regulation system output shaft in the stepless speed regulation system and a speed regulation system input shaft in the mechanical speed regulation system, wherein the speed regulation system also uses the speed regulation system output shaft as an output shaft; the continuously variable transmission further comprises a continuously variable transmission structure arranged on an input shaft of a speed regulating system and an output shaft of the speed regulating system in the continuously variable speed regulating system, gear sets arranged in at least two gears in a mechanical speed regulating system and a clutch device for controlling each gear set; when the speed changer is transversely arranged, the speed changer also comprises an output shaft output gear which is arranged on the output shaft of the speed regulating system and is meshed with the main speed reducing gear; when the transmission is arranged longitudinally, the speed-regulating device further comprises an output end arranged at the rear end of the output shaft of the speed-regulating system.
9. A continuously variable transmission characterized in that: the engine is connected with a sun gear in the planetary row responsible for power splitting, a gear ring in the planetary row responsible for power splitting is connected with a driving belt wheel in the stepless speed regulation system, and a planet carrier on the planetary row is connected with an input shaft of a speed change system in the mechanical speed change system; the continuously variable transmission further comprises a clutch which is arranged between the planet wheel and the gear ring and controls relative movement or fixation among the gear ring, the planet carrier and the sun wheel.
CN202010664409.9A 2020-07-10 2020-07-10 Stepless speed variator Pending CN111664238A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010664409.9A CN111664238A (en) 2020-07-10 2020-07-10 Stepless speed variator

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010664409.9A CN111664238A (en) 2020-07-10 2020-07-10 Stepless speed variator

Publications (1)

Publication Number Publication Date
CN111664238A true CN111664238A (en) 2020-09-15

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010664409.9A Pending CN111664238A (en) 2020-07-10 2020-07-10 Stepless speed variator

Country Status (1)

Country Link
CN (1) CN111664238A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113653779A (en) * 2021-07-07 2021-11-16 东风汽车集团股份有限公司 Continuously variable transmission and vehicle
CN114165573A (en) * 2021-12-15 2022-03-11 芜湖万里扬变速器有限公司 Longitudinal stepless speed variator
CN114992299A (en) * 2022-08-04 2022-09-02 吉林省晟特格车辆传动技术有限公司 Transmission structure

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113653779A (en) * 2021-07-07 2021-11-16 东风汽车集团股份有限公司 Continuously variable transmission and vehicle
CN114165573A (en) * 2021-12-15 2022-03-11 芜湖万里扬变速器有限公司 Longitudinal stepless speed variator
CN114992299A (en) * 2022-08-04 2022-09-02 吉林省晟特格车辆传动技术有限公司 Transmission structure

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